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Totally T-Type 2 (TTT 2) is a free bi-monthly technical publication compiled for MG T-Series owners by John James, the creator and original editor of the MG Car Club T Register publication, Totally T-Type.

TTT 2 is available to read in a choice of two formats. To download this issue (Issue 53) as a PDF version for viewing/printing, simply click the cover picture on the right. Alternatively, you can also read Issue 53 directly on this website by browsing the contents on the left. To browse a different issue of Totally T-Type 2, simply use the dropdown box in the top right hand corner of the page to select your desired issue.

Featuring the content on this website as well as the ‘traditional’ PDF download encourages a two-way dialogue between the article authors and you, the reader. Under each article is a ‘comment’ section in which you can make remarks on or ask questions about the content of the article.

We hope you enjoy TTT 2! Article contributions are gratefully received. As a thank-you, all contributors will receive a complimentary printed copy of the issue of Totally T-Type 2 in which their article appears. Please direct your T-Type technical articles to the following email address:

Excellent Idea, Excellent publication!
I did wonder when John would rear his friendly, knowledgeable, eloquent head.
You made me feel very welcome when I started into the ‘dark side’ of the ‘T’ world, when some others in a particular club could be a little ‘off’. I, also am no longer a member. The addiction took its full course! I am pretty much half way through a TC basket case rebuild.
If you need any help with anything, (east coast England) please please do not hesitate to contact me.
Good Luck
Kind Regards
Richard
’47 MG TC, ’69 MGB V8 ‘Sebring’ conversion and ’64 MG Midget.

Hi Richard, Nearing the end of a 18month TD, rebuild, My car has a bad habit of the starter motor Bendix jamming in the flywheel ring, the flywheel and ring are in very good condition, likewise the bendix. Is this a common problem for TDs, or do you think that maybe in the past the wrong cog/bendix/ started has been fitted to the TD, any addvice ?? Kind regards Denis Fay, West Cork Ireland

I’ve owned my TD for 34 years and the starter has jammed 4 times in 22,000 miles and those times were more than 25 years ago. I simply put the car in fourth gear and rocked it and the starter freed up. It is not an unknown problem as I believe it is mentioned in the owners handbook.

Hello most people oil the bendix and spring on the starter motor — that is ok to clean off and get it working ok BUT when the bendix assembly is working and nice and free — the whole bendix assembly should now be stripped down and cleaned up with NO SIGNS OF OIL — then reassemble and then fit the starter motor to the engine and then all should be ok — The reason for doing this is because all of the clutch dust sticks to the oil the bendix assembley and then it does not return correctly after a period of time and then it jam’s — I was taught this by My Mentor Named Cyril Carter who used to be a Spitfire Mechanic ( Planes not cars ) when i was a young lad working for the BMC Main Dealer which was Hartwells at Kidlington Oxford Back in the mid 1960’s — Oh Happy Days — i hope this info helps — And Kind Regards From Paul Albert — To All Of You MG. T Type and Pre MG. T Type Men and of Course You Lady’s as well.

John,
You are absolutely right about the oil but we used to sprinkle graphite on the Bendix to lubricate it without the stickyness.Don`t know if they still do that but but it always worked for me.
brilliant Website.

apart from oil dripping from bell housing on my TC I also note that it exits via the hole where the bendix drive protrudes and out the louvres as a fine mist so no point trying to keep dry.
Between oil changes does not use any and a thimble full will make quite a mess so have not bothered with it.
I did fit one of those drip trays but because my sump is finned all the way to bell housing ,oil tends to drip and follow down in between so an old towel on the floor helps..
My car is fully registered so gets used regularly so perhaps thats the solution .Ian

I’ve had my starter jamb on the 1967 MGB GT. It seized so firmly that rocking the car, while in gear, did not release it. Now it does not jamb. What did I do? Removed starter and reinstalled with a washer between engine and starter. In effect I have pulled the starter back away from the flywheel by the thickness of the two washers. Not easy to do so glue the washers to the starter and then assemble starter to engine. The bendix was simply going in too far thus causing the binding.

I had this problem on my ’52 TD. I cleaned the Bendix gear and still had to unstick the starter more than I cared to. It was a rebuilt starter, and in good condition. The flywheel gear had some wear on it. Since it is difficult to keep the Bendix gear clean and dry all the time, I replaced the original type starter with a gear reduction unit. This solved the problem, and I can now start the car when it’s 20 degrees outside. (I live between Milwaukee and Chicago, and I sometimes take the car out on clear days in the winter.) A side benefit is that since the gear reduction starter gear engages the flywheel gear from the opposite side, I’m not too worried that the flywheel gear teeth are a little worn. The gear reduction starter require NO modifications to the car, but I did have to modify the starter plate a little bit to make it fit.

Hi Denis. I had a similar problem on my TF some years ago.
The engine was renovated by Peter Edney who fitted a new Ring Gear as the teeth on the one on the car were badly worn.
I had problems starting and the starter motor would jamb. I took the starter motor off and found that the pinion had either 9 or 10 teeth, I forget which, and it probably came from an MGB. A local company in Coventry, who specialise in dynamos and starter motors, quickly changed the pinion for one with alternative teeth and I had no further trouble. Hope this helps
Noel Lahiff

Hi Denis, I had the same problem with my TC2268 and found that the shaft was bent. Ended up fitting a modern starter motor down here in Victoria from TD man Doug Hastie, it has been a good move. I wish you good luck with solving your problem

I just bought a Org. Red 1953 MG TD Mk. 2 I will say one would not want to drive it in the rain or cold like we have in Maine.I sure could use a wiring diagram for under the Dash theres some wiring thats just hanging under there that I need to track down to get a few things going.I already own 2 75 midgets and a couble of 70,s B`s Iam starting to think its something in the water making me want more MG`s we love driving the cars.and I dont even mind tinkering on them.
Shirl

Owner’s handbooks and the factory workshop manual have wiring diagrams for the T series cars. You will find working on a TD wiring is far easier than a 70s Midget as there is simply less of it on the car. The issue you may run into with the original harness is that the color codes of these old wires tend to fade away with age unlike the more recent plastic coated wire of your 70s MGs. Accessibility under the dash is quite easy on a TD once the cardboard covering panel is removed if your car even still has this panel in place. Many have been removed.
John F. Quilter
Eugene, Oregon, USA

I love it!
Your hard work has always been appreciated and this publication is clearly up to your high standards.

As you may recall, a couple of years ago you published my somewhat wordy article on the breathing apparatus supplied with MG TD Mk II automobiles — a rather esoteric subject appreciated by few, I suspect.

What a great idea!
I am not an engineer, nor have much in the way of tools / space etc but any small jobs I will and try to do myself. I hope this publicatin will show me the best way to fix and keep my TC safe on the road.
Looking forward to reading the next issue
Malcolm

Thank you so much for this; I’m just about finished a 5-year rebuild on TD27991 – a supercharged RHD/5-speed which is extensively modified. It’s as close a K3 Magnette as I could make it with a 1280cc XPAG, 16″ 48-spoke wheels with 185mm Michelin X’s, a Judson blower, 12-inch alfin drums, a 4.88 MGA rear end, articulated cycle fenders, shortened MGB front springs and sway bar, a fiberglass hard top, 8-inch chrome King-of-the-Road headlamps, and a black-and-green M-Magnette-inspired paint job.

Your site will be a real help to me; I can’t always get the parts I want from North American suppliers, and tech articles always add to experience. Best wishes on this endeavour.

This is a very interesting special you’ve got, I’ve got an ex Minnesota TD chassis from 51 I’m about to start rebuilding, I’m going to attempt to modify an MG midget roadster axle from the 1970’s cars which has a 4.2 ratio fitted to use on the car.

I’ve got a pair of MGB backplates and drums which will really fill out the wheels which will have to be modified to get the holes to line up, but should look very good, I’ll use MGB Front discs as the car will have wire wheels. I can get MG Midget bolt on wire wheel hubs which will fit the axle I want to use.

Surprising how many BMC / Nuffield parts from Wolseley, Riley etc can be used.

What brakes have you got on there? I’m going to run mine with cycle wings on front which I prefer.

I also have a 1930 MG Special that started life as a 1930 Morris Minor saloon but was rebodied with a racing body in the 1930’s, it was the first car I ever drove and have owned it for 25 years!

Matt.
Before you “modify” that midget rear end, consider using the ring and pinion from an MG-A. Nearly the same ratio as the midget (I think). A little shiming and wiggling and it fit in my 1953 MG-TD
nicely. No more little engine flogging itself to death on the highway.

I am pleased to see you offer such a neat publication. As an MG T-abc and NEMGTR member there is never enough information concerning our cars and especially details of parts and suppliers. Thanks for your efforts and I will be anxiously awaiting your next issue. Dale TC9749

I heartily welcome this publication. I find MGCC and MGOC magazines to be so focused on Bs and youinger and of little technical relevance to our cars.
Please keep up the good work.
I suggest you ask for donations towards editorial expenses.
Best wishes
Nick
’54 TF 1250
Northumberland

Hi John. This is great news indeed – we were worried we had lost you! I look forward to much more of you excellent information. Thanks for all the help so far with my TC rebuild here in South Africa. Tony Lyons-Lewis, Knysna

Yes, but the on-line subscription to TTT 2 is TOTALLY FREE TYPE whereas the digital subscription to TTT for non-MG Car Club T Register members is £6 for 6 issues and £18 per annum (as opposed to £12 for members) if you want the hard copy version.

Liz and I were only yesterday talking about how you are sorely missed John,
but of course we should have known, true ” MG ers ” are never put down . Great to hear from you, we knew your kingpins would never wobble !
TD Penelope and BGT Arabella are all fired up – – -in fact we are going out for a razz to celebrate !

John,
Congratulations, well done. Knew you would bounce back. All info on T Types is very welcome and your efforts are greatly appreciated. Looking forward to many more TTT2 issues.
All the very best.(gb)

I am pleased to see that John James has decided to continue his interest in, and support of, T Types with the launch of a new web site that includes a companion magazine to Totally T Type, Totally T Type 2, that is available to read and download online. I wish him well in this new venture. The original Totally T Type continues to be published bi-monthly in both hard copy and online forms through the T Register.

Welcome Back John. Its nice to see you are back with TTT2. 2010 Silverstone Dead!! was NOT the same without you. Please keep up The Good Work, i Know you will make a great success of TTT2, Kind Regards, From Paul Albert.

Delightful to see Mr. Totally T Type back in control of a publication again. As would only be expected of someone with a superb worldwide reputation, a first class production has been made and I am already eagerly awaiting TTT2-2 (Totally T Type 2 Edition #2).

Thanks John and extremely well done. I raise a glass to you and to your enduring success.

Thanks for your e-mail. I currently own 2 TC’s, a ground-up full restoration TD that I just finished, and a 1960 MGA, all running and registered. Unfortunately I recently had a bad accident in my 1934 PA coming back from a display. I am looking to source parts for the PA and if some of your members have any suggestions for where I can source them in England. Firstly I am looking for chassis rail, bell housing, ring-gear housing, right hand mud guard, head light bucket, radiator shell and more…
I also need a diagram of the chassis specifications.
Is there such thing as a workshop manual for a PA, I only have an instruction manual which is not detailed enough for the work I have to do.

Sorry to hear about your accident. If you go to the Triple-M Register website and register on the discussion forums and then pose the questions, you will get help. The website is http://www.triple-mregister.org/

There is not a Workshop Manual for the PA but the collective wisdom of the Triple-M people should be sufficient. As I own a PB, I can also help you with queries off-line.

Hi Tony,
Probably the best alternative to an official workshop manual is the Blower’s “MG Manual” originally published by “Motor Racing Publications” in the 1950s. This covers all MGs from M Type to TF. If you don’t have one, then try a search on Ebay. I saw a couple for sale there earlier this year.

Further to our conversation of a few days ago I have now (at last!)had a proper look at TTT2. What a feast, and what a manifesto! A wonderful addition to the body of T Type literature, and the opportunity for public discussion of the (excellent) articles will add still further to their value. Well done indeed, John and Steve.

I know you do it for love and not for money but I agree with Nick Simpson and others that you should make it possible for us to contribute to your editorial expenses. Any surplus could go towards the erection of a statue in the centre of Keynsham!

I agree that we should all be contributing to the cost of publication. Judging from the enthusiastic reception from all those commenting on TTT2 on this website, I am sure we can support a bi-monthly hard-copy as per your original conception of TTT. Please give it consideration as it’s so good to have a “library” of professionally produced booklets to refer to for technical advice and to share in the experiences of other T-Type owners

Hello John and Steve. This has really made my day. Having been away all summer working in the Far East, and with my M.G. being rebuilt at last, what better than to have you, John, back on the scene with yet another imaginative and useful publication. Congratulations! I’m delighted, and look forward to calling in to see you again when on one of my frequent East-West trips. My very good wishes for success in this venture. Chris

Over the last few years I have suffered a long period of painful and terribly expensive disillusionment with so-called ‘specialists’ in the UK recommended ‘without responsibility’ by the MGCC.

I really appreciate the fact that an authentic lover of the marque, a man of integrity and committment, of uncompromising standards, has been selfless enough to continue his outstanding contributions to the joys and sorrows of T-type ownership. He has kept his head above the questionable practices of many ‘respected’ names that are drifting on past laurels and remain unnacountable to the beleaguered customer.

Classic car restoration has become in my lifeteime(my first MG TC 43 years ago)a billion pound industry throughout the world. The golden calf is doing its nasty work. However few of us are ‘cheque book’ restoration Charlies just waiting to be milked dry. Thank God there are some enthusiastic, altruistic amateurs (in the original and best sense) of the ‘old school’ left to maintain the breed, the standards and the innocent enjoyment we all experienced with these cars many years ago, days when motoring life was so very different.

You are a great person John and thousands of us out there appreciate your sterling efforts!

A great publication, thanks for getting it going. I have owned TC 7025 since 1956 when I bought it in St Louis, MO when I graduated from Washington U. I restored it in 1960 and love the car as it is now a driver which loves Northern Michigan curvy roads. The car spent 12 years in Chicago and 13 years in New Jersey and we are now back in Frankfort, MI since 1983. It gets far more driving now.

Great to see you back with another superb on-line publication. I can’t wait for the next edition if the first is anything to go by. You may even persuade me to put pen to paper and write something for inclusion in a future edition, if you feel it is worthy of inclusion that is.

Fantastic publication! There are many T-type owners in the Netherlands so i add your website to the http://www.mgcarclub.nl
This will be very helpfull for many T-type owners in the world.
Specially the free download is a matter of progressive thinking!
Well done!

Hi,
There is a gentleman in Holland (Herman Rump, herman.daisy@hetnet.nl) who purchased a supercharged TC from America. Although the car was fully restored, he seems to be having some problems with it. It would be nice if he could make contact with other TC owners in Holland. Perhaps you would be so kind as to let him know how he could reach some of these people? Thank you! Lawrie Alexander

Hiya john, wish I could come up with something original to say but after reading all these messages of good luck and best wishes all I can do is echo what has been said. Good to have you back among us.

Hi John,
Great website!
I will let all the T Type tragics here is South Australia know about the situation and to also have a look at the site, I have added a link on our website so they do not have to search for the address! TD 9507; MGC Roadster & several ZA Magy’s.
Mike Greenwood Webmaster for MGCC SA.

I thoroughly endorse all the comments sent to you about this new venture and having seen a hard copy I would say that it is excellent, crisp, very well published and a thouroughly professional product.

Looking through the comments you have mentioned that a few hard copies have been produced. Is it your intention to provide this service in the future?

I do prefer reading a magazine rather than following events by way of a screen!

When I was “chief cook and bottle washer” for “Totally T-Type” (TTT) – that is to say the previous magazine I had responsibility for (TTT without the “2”)I used to send out around 540 copies worldwide. This magazine was started by me in January 2004 and was always intended to be a ‘hard’ copy magazine. It was however, also made available for downloading, initially for free and (since January of this year) for a fee of 6 GBP.

“Totally T-Type 2” (TTT 2) is different inasmuch as I made a conscious decision that it should primarily be an Internet based publication. However,I am aware that there are some T-Type owners who do not have e-mail or Internet access and probably never will. They are quite happy for the cyber world to pass them by and good luck to them if that is their choice. These T-Type owners have been very loyal to me (as have everybody else on this list – I am overwhelmed by the wonderful response to TTT 2)and I don’t want to “disenfranchise” them. I have therefore arranged a small print run of ‘hard’ copies to meet their needs.

The problem with small print runs is that they are tremendously expensive, even using digital printing, and I cannot therefore pass on the full charge to ‘hard’ copy subscribers. So, I am currently charging them 5 GBP per issue and subsidising the rest, including the postage out of my own pocket. I am prepared to do this until I can build up “critical mass”, which is probably about 50 ‘hard’ copy subscribers. Frankly, I would not really want to get back to the days when I was spending not inconsiderable time in sending out hundreds of ‘hard’ copies.

Some e-subscibers have said that they would be willing to send a donation to help defray expenses. I intend to take them up on their kind offer and I will include a short pragraph in October’s TTT 2 to this effect.

How lucky are we that our T cars generate so much enthusiasm, more with each passing decade? Hats off to you John James for your untiring efforts in fanning the flames. Even Cecil Kimber would be amazed at our collective, relentless path, deep into the mechanical mysteries of our little matchbox cars. More power to you and TTT2.

We met up in Bath a few years ago and you brought me a whole load of material to get me started on making my TC roadworthy. I am now out prowling the back roads of Missouri every weekend! Thanks for your help and encouragement and Good Luck with this new endeavor.

Wonderful to have John back producing this top quality support to us T-Typers. The future of our cars depends on just this kind of work. Long may it continue!! Many thanks to John and also not forgetting everyone who contributes to TTT2, without whom, there would be nothing to publish!!! Well done to all.

Hi John,
Finally got to read your publication,& found where you are.Great reading, & interesting articles,even to the non technically minded such as myself, even if I did have a TC when I was 18 & they were new. I wish you all the best in this adventure even though we are a few miles away, technology is great in something like this.
Cheers
West……T.C.Owners Club WA

Good to see you back John,
To be honest the only thing that kept me in MGCC was TTT, I find very little in Safety Fast to interest the T type enthusiast.I have just got my TD on the road after 3yr resto and find your publication excellent, keep up the good work.

Have just joined the MG clan although I have owned an NG since 1965. It was taken off the road and stripped for rebuild. Marriage delayed actions. I have just been re-awakened to the cause and TTT2 has and will certainly help.
My car? originally built by Dick Jacobs 1n 1948 for racing is an MG TA Special CS7695 – it has a chapter and several photos in ‘An MG Experience’. Dick went on to be a ‘works’ driver for MG.
I did not know any of this until contacted via DVLA by an Australian MG enthusiast.
The car has now started the rebuild.
Any body remember the car when raced?

Noticed that you’ve managed to round up many of the “Usual Suspects” of the MG T-Type world. Its not without a degree of embarrassment that I must admit to being associated with many of these gentlemen of questionable character and count so many of them as friends….

This publication was forwarded to me by a fellow ‘T’ Type owner. An excellent publication which I have now subscribed to.
I have a ’54 MG TF which I have owned since April of 1969 and has never missed a summer’s driving while in my hands. It has reliably taken me on many long trips to MG events in Canada and the US, as well as seeing quite a few hard miles on the racetrack in the ’70s.

Enjoy your magazine! It gives me even more ideas for my 52 TD — now with a 65 MGB motor and suspension, MGA rear end, and Sprite bucket seats. Maybe I will put the Judson blower on it?? What a fun car to work on and tour around in!

My father is a keen MG enthusiast.. painfully so. Our house is cluttered with decade’s worth of MG magazines, and though he is not computer savvy, he has still managed to follow the MG literature to the internet.. though us kids always seem to be the ones getting the websites up so he can spend hours reading or printing the PDF’s, and even now that he has semi retired to the country, I still get the call asking if the new TTT2 has come out.

So a sincere thanks from Australia, for all your effort from TTT to TTT2!

Hi Rob
Yes my father has a 1949 TC he purchased a number of years ago and has been slowly pulling it to pieces.. in the hope of one day putting it back together.. He is located in Macksville, just a little further up the coast then you are.. He’s other keen interest is tractors… OLD tractors.. he currently owns two McCormick W6’s, a farmall M, 3 small fergie’s, and a fordson N.. and is a member of the Mid North Coast Machinery Club.. which also caters for car and station engine enthusiasts.

Hi.
May I say that its great to have a site dedicated to just T Types.
The articles, not only make interesting reading, but are very useful. and aid the continued use, and keeping in good order the T Type.

It also helps T type owners to keep in touch, and share experiences, which is always a good thing.
Long may this continue, and I send my Regards to All T Type owners.

A big thank you and congratulations on the first anniversary of the publication of TTT2. I have “renewed” my subscription to the online edition by clicking on that button up in the left hand corner of the welcome page. I hope your endeavours are not leaving you out of pocket.Regards

Have just opened your e-mail with the latest TTT2 edition and read all the accolades that you have received. John you have to be congratulated on what you are doing for the T movement.
Regards.
Richard & Angela. -Sydney

Hi John,
It’s about time I replied to thank you for a great publication. I enjoy getting it & reading it. I see many familiar names as I browse. I’m not much of a communicator but I’m definitely an MG T enthusiast! Talk to you again.
Gil

Help please.Do any of you learned t types reccomend a restorer/repairer of Girling front shock absorbers in the UK apart from Moss or B@G?. My TD shocks are leaking from the spindles and I would like to get them fixed if possible more cheaply than through the 2 companies mentioned or,alternatively,replace them with tube type shockers.There used to be a mod for Morris Minors which augmented the front shockers with modern type shockers whilst retaining the shockers as the top fulcrum points for the suspension.Has anyone developed a similar mod for TDs and TFs?

B&G do a modified top link which allows the use of MGB shockers
you can buy outright reconditioned MGb shocks either std or uprated from the same source, I did this a few years ago when I found I had a leaking off side one 3 days before catching a ferry to France. B&G overnight service (to IOW) was as usual exceptional, the replacement with upgraded units also had the advantage of stiffening the front suspension ,.

Bonsoir John,
I find your site at the right time! I bought a TD Mkll for my wife and I can’t help borrowing it! I love the XPAG engine.
My first car, in 1963, was a TC. I have been trying for years to find her again but, after she had her engine seized by frost, she disappears. Dismantled, perhaps ?
Car and classic (and others), here I come!
Obviously, the best time for MG (I mean T-type) parts must be Stoneleigh in february, isn’t it ? Too late but is there a second best with the MG specialists attending ?
Longue vie à Totally T-Type 2
Jean

Dear John,
We believe that TTT2 is a fantastic magazine for T-Type owners. It gives sound, accurate and easy to follow advice from some of the best placed people in the know. The stories and articles will really keep new owners and the diy restorer get a handle on some of the trickier techniques whilst keeping an eye on originality. It really is maintaining the breed and keeping the marque alive. Great job, keep it up Mike & James Collingburn

Hi, My father has a professionally restored MG TC with a clutch that is sticking only when hot. We’re going to pull the engine and transmission and have a look. Can anyone offer any constructive advice as to why it may be working fine when cold and sticking when hot? We would be enormously grateful for your help. If one of you guys steps up, I’ll get My Dad’s MG’s information for your records and persuade him to join up. He could do with some help on this one because neither of us have a clue what we’re doing! Thanks loads, Dom. copedom@hotmail.com

Dear John,
Many thanks for such a great publication. The TTT2 is an absolute must for anyone contemplating serious work on their T-type.
I have recently run the excruciating gauntlet of replacing the rear engine mounts on my TC. The job was a real lesson in patience and I finally completed it sucessfully. The old mounts were so perished, that the rubber was like peanut butter!
After other work on the master brake cylinder, rear hubs, steering box and king pins, I took the car for a run last week but got caught in sub zero temperatures during the 300km nightime run home (hard to believe in Australia I know!). The 85W 140 gear oil is rated to -12C but I still have a feeling it stiffened up, because I arrived home with 3rd and 4th gear making crackling grinding sounds.
Oh well, there goes my plans for some much anticipated summer driving.

Thanks again for such a helpful website and publication – they are sorely needed in both the technical and inspirational departments of T-type maintenance.

Where do I start, A few years ago I started to plan my retirement and how I could occupy my time bearing in mind I love my job and the people I work with, Now some of you may say I could stay at home and help Pam with the housework, hoovering, ironing and a whole list of other tasks not forgetting the garden. Why should I take away from Pam the work she enjoys?
More interestingly a few years ago I noticed a MG TD for sale all in pieces ready for restoration. The owner had restored a TC and purchased the car as his next project. Due to his work he found he had no time to start this task and so advertised it for sale in the Octagon magazine. The previous owner to him purchased it with the same idea but for reasons unknown decided to sell off individual parts before he sold what was left to my predecessor. Lucky enough there was still approximately 80% when I purchased it. Now my 65th came and went and although I lost a day’s work I am still there. Now here comes the interesting part.
Students of Haylands Farm are now to undertake a new and challenging project.
Following years of egg production, animal care, growing of plants both flowers and vegetables, and most recently the woodwork department which builds items for sale to the public and made to order goods they are now putting their hand to car restoration. They have recently been commissioned to restore an MG TD from scratch. Their first task was to clean and tidy up the workshop, but before this could start risk assessments had to be drawn up. The walls have been painted white and the floor has undergone a paint job.
The chassis was sent for sand blasting to Solent blasting which has recently been returned all painted and ready for parts to be bolted on. A deadline has been set and the client will be watching the quality of their work very closely as any faults will result in loss of tea breaks and a reduction of lunch time cakes (Made by Pam) Individual club member may be asked to help along the way, they will be reimbursed for their time and out of pocket expenses. We will submit an update to the club magazine and members are welcome to visit the team and watch them work from the viewing area, health and safety again. The first task is to build the Ash frame; to which we will attach the metal body parts. We are planning to have this completed within three months. Within that same time period the front suspension, brakes and steering components will be completed and bolted on the chassis. All this will depend upon the number of tea breaks taken each day.

Great stuff here! I am certainly glad that there are so many to share information with regarding T series cars.
We have just completed a frame up restoration on my first car. It is a ’52 TD which I purchased in California in 1964. I drove it in college and then put it up in 1973. Two years ago, we totally disassembled the car and began the process of restoration. We live in the Maryland area of the U.S. and were fortunate to have access to several specialty shops for advice, services and help. THe frame and suspension were powder coated after a thorough sand balseing and cleaning. The engine was restored to original specifications. Painting was completed off site using Dupont Imron. The car retains the original color, black. Radiator shell was re-chromed by Libranti’s in Harrisburg, PA. Merryman Modifications obtained replacement parts where necessary, and checked my mechanical work. They also rewired the car and installed the top. I cannot say enough good things about Jack Merryman and his shop in Hanover, PA. He specializes in British cars, and will be the place I go with my ’67 Morgan +4.
Time to end, as the weather is great and the TD needs driving!
John Barry

I am scratching my head after reading many items on the subject any pics and advice will be very welcome.
I have pulled the harness for the voltage regulator and horn through the firewall.
My dilemma now is the rest of the harness that goes to the back of the vehicle, tank, lights and brake switch. Is how do they route from the back of the dash to the front of the chassis, which then the clips hold them in place to the inside of the chassis.

Colin also posted his question on the tabc list and John Seim replied as follows with the answer:

“Colin, the harness runs along the left inner frame rail.

There is a hole on the left side of the bulkhead panel, where the harness enters to the inside of the body tub. Only the branch of the main harness needed to go to the instrument panel, as well as a smaller branch to run to the horn and starter switch on the right side of the bulkhead panel, enters through the hole, and inside the body tub. Main harness runs along exterior of the bulkhead panel, down the left side, where there should be a large clip on a body tub brace, to secure it to the brace. Then, one branch goes to the front of the car, headlamps, running lamps, generator (dynamo), and the other branch runs along the left frame rail to the rear of the car. A separate harness couples into the main harness at the rear, for tail lamps, license lamp. Small frame clips hold the harness to the left inner frame rail. Same clips as used for fuel line, brake lines.
There should be another large frame clip, along the left framerail, adjacent to the generator. That also holds the harness in place. Metal bands hold the wiring harness to the steering rack in the front, and the rear cross-member.”

Just a coment about starters for a TD;
You can use a starter from an MG Midget. It looks the same, and is available from your local car parts store, and is a lot less expensive than a TD or TF starter. The only thing that must be modified, is one of the two bolts that hold the starter together,,, they are countersunk round head bolts, and one of the heads must be filed down so the starter fits flush when mounted. I’ve been using a Midget starter for many miles with out any problems.
Thanks for a real “GRAND” web site
SPW

On our annual pilgrimage to Angouleme for the Circuit de Remparts event last September we came across two TDs that didnt look quite right ! One was obviously the Australian/ Hong Kong Toyota, but the other was more of a mystery as most things looked right but just didnt , as I said, look right.
Recent research tells me that in the early ’50s the demand for this model was so great, so to meet the insatiable appetite of G I ‘s serving in Germany a company, possibly Zeppelin, produced replicas with the blessing of Abingdon but without any original drawings etc, and some of the panels were not exact copies .
Is anyone aware of just how many were produced , and how can they be identified as not ” Abingdon” ?

Hi Ken,
I just read your item about spotting a couple of replica TD cars in Andouleme. I live near Melbourne in Australia and actually own two replica TD cars. I don’t know anything about the car you think was made by Zeplin but I can tell you there is no such car a a an Australian Hong Kong Toyota.
The cars I own are not called MG’s but were factory hand built replicas of the TD style and called TD2000 cars.
They were never intended to be an exact replica of the 1950’s car but a refined completely re engineered car with modern motors and drive train plus a degree of luxury for a heritage sports car.
The TD2000 cars were built using a lot of the original MG Tooling and jigs and the car is very faithful to the look of a 1950 / 1960 sports car.
100 TD2000 cars were built in Australia using Nissan motors and 400 were produced in Malaysia using Toyota.

Thanks for all of your labors on this magazine and web site. I have just discovered it and have been energized to get back to work on my 6 T series projects (I restored my TC 40 yrs ago so it’s time for a redo.) I also have a TR 2000 but who knows when I’ll get to that. Thanks again for all of the valuable info and human interest stories.

John, without your continued endeavours with this brilliant magazine so many of us, especially in the Antipodes, would founder in our rebuilds. The information and technical tips and know-how are worth their weight in gold. My background is in print and magazine design so I know the work that you put in to produce the magazine – you are a marvel and to be congratulated. May you continue your efforts knowing you have an adoring world-wide group of T-Typers who eagerly await each of your issues with its pearls of wisdom and news from the heart of “MG-T Land” and around the globe.

Once again John thank you for the great service that you give to T Type owners and the contacts and help we can access through the site. I have just had a series of emails with Mick Pay about his oil filter conversion for the MPJG engine which led on to a general natter about all things MPJG good and bad!! I have ordered a filter and when I can get into the workshop again (Broken Leg) I will fit it.
Being immobile has had some advantages in so far as I have had the time to read through old ttt2 editions which has been good. Your research on the Douglas Barder car is fascinating and just goes to prove the old adage of “Buyer Beware”. What to us is a great hobby and pastime to others may be a way to make a lot of cash. Keep up the good work and one day when I am down in Bristol to see my son I will drop in to see you. Best regards, Gordon

Once again a great October edition John, always full of good advice and help. I look forwards to receiving it every time. I have been in touch with T type owners in Italy and hope to link up with some next week on our travels. I will keep you informed.